Fuel-feeding device



May 6 1924. l 3,492,55@

s. ABRAHAMS FUEL FEEDING DEVICE Filed Sept. 13, 1922 3 Sheets-Sheet 2 y 39 mun a J5 i 29 68 l l i f 70 /6-2 25 M 4 40 g8 /G5 gl ...A -67 -71 i @ff v1 -f/eo@ ATRE Maly 6 1924.

S. ABRHAMS FUEL FEEDING bvlcE 1922 3 Sheets-Shea?l 3 Filed Sept. 15

INVENTOR. S/MawRH/-fH/v TNEY Patent ay 6, 19,24.V

reo STATES sinon` namens,

or Naw Your, N. Y.

FUEL-rimento nnvrcn Application led September 13, 1922. Serial No. 587,869.

iul Improvements in a Fuel-Feeding Device, of which the following isa specification. This invention relates to devices for sup- .y plying'fuel to internal combustion engines, it and has to do more specifically with a device by means of which the fuel is supplied n1 accordance with the load on the engine, this governing feature being auto- ,A matically operated. lt' @ne of the objects ofithis invention is to provide a new and improvedffuel supplying device for the purposes set forth by means :of which the fuel supply may be automaticallyfcontrolled in accordance with the load Si@ upon the engine.

Another object of the invention is to provide a new and im roved device for supplying fuel, which s all not'only automati# ca ly govern the fuel sup ly in accordance @d with the engine load, but a so provide means by which the fuel supply may be regulated, thereby controlling the speed of the engine. Another object of the invention is to provide a new and improved device for sup-- E@ pl 'ng fuel to internal combustion engines, w ich shall be automatically operated to provide a positive feed, andbe capable of reguatiom whereby to control the engine s 'f `pAnother object of the invention i's to rovide a device of the type described, w ich shall provides positive feed `for the. fuel to the engine, together with means by which this supply may be automatically controlled t@ in accordance with the engine load, and regulat in advance so as to govern the engine s Pther objects and aims of the invention, more or less specitic than those referred to t@ above, will-be in part obviofus and in part pointed out in the course Lof the following description of the elements, combinations, arrangements of parts and .applications of principles, constituting the invention; an the scope of protection contemplated will be indicated in the appended claims.

ln-the accompanying drawings which are ew York, county and State of New e `iorlr, have invented certain new and useto be taken as. a part of this specification, i

and in which I have shown a preferred form of embodiment of my invention Figure l is a view in elevation of the device with various parts in cross-section.

Figure 2 is a view in cross-section of the pumping mechanism taken on the line 2-2 rof Figure 1.

Figure 2a is a cross-sectional view of a detail of the pump mechanism, taken on the line 21- a of Figure 2.

Figure 3 is a view in side elevation of a detail of the device, as indicated by the line 3--3 of Figure- 1.

Figure 4 isa view partly in c-section of a detail of the governing mechanism.

Figure 5 is a plan view in detail of various parts as taken on the line 5--5 in Figure l: an

Figure 6 is a view of the air inlet.

With reference now to the drawings wherein similar reference characters refer to similar parts throughout the several views thereof, the reference character 1 indicates a base late mounted conveniently on the engine be or in any other suitable location. Formed integrally with this base plate is a pair of hollow cylinders 2, 2, providing the umping chambers of a device by means ci) which fuel is supplied to the engine. As is illustrated more clearly in Figure 2, fuel, which may be gasoline, kerosone, or other materials of that character, is supplied 'f1-oma suitable tank, or other storage container, through a conduit 3, which is connected by means of a unit 4 and suitable packing 5 to one end of a bushing 6, the u per; end of which is slightly enlarged. This ushing 6, it will be noted, is anchored in position in the casting 7, which forms part of the wall of the ump chamber, by means of a threaded bu ing 8, which engages in threads in the casting 7. A bushing 9, similar to the bushing 6, is also held in position with the casting 7, by means of "the threaded bushing 8, bushing 9 being providedwith a seat 10 for a po pet valve at its'upper end. The poppet va ve, desig-y d nated as l1, is provided with a head 12,

beveled to make a close t with the seat 10, y

and has also a stem 13 which projectsdownwardly and is guided by means of a hollow ide 14, mounted in arms extending inwardly from the sides of the bushing 9. It

will be noted that suitable packing 15 is provided between bushings 6 and 9.

It will be seen then that fuel may. enter through the conduit 3, pass upwardly through bushing 6 into a slightly enlarged chamber 16 formed partly by the bushings 6 and 9, then when the valve 11 is opened, the liquid may pass upwardly and into a hollow chamber 17, formed in the casting 7. From here the liquid passes downwardly into a well 18 formed so as to make a` chamber for the pump, the lower end of this chamber being normally closed by means of a plug 19, provided with a Well 20 formed in 'its upper face. Extending downwardly into the chamber 18 is a plunger 21, whichv passes through and is guided by suitable gland nuts 22 and 23, which contain "packing 24 compressed between them. hese gland nuts are. threaded into the wall of the casting formed in the body of tbe pump. At its upper end the plunger 21 will be seen to be connected to a rack 25 extending vertically and guided in the walls of the casting 2.

On reference to Figure 2 it will -be seen that the pump structure is in duplicate, liquid being supplied by two conduits into similar chambers 18 mounted side by side on the base plate 1. The main body member, which will ordinarily be cast, has a plate 26 which extends above the chambers roper, to provide guides forB the racks 25. ounted between the racks 25 on a stud 27 is a pinion 28 arranged so asto mesh with both racks. v L beveled end 29, the other end having a portion 30 of reduced diameter, and terminatin in a threaded portion 31.

Iounted onl the reduced shank 30 is a slotted cross-head 32, channeled along one face, as at 33. Keyed to the reduced shank is a collar 34, having a projecting tongue 35 which ridesin the channel 33. The crosshead is to be set with relation to the collar by means of a set screw 36, this set screw preventing downward movement of the cross-head, the upward movement being prevented by friction produced by tightening the nut 37, mounted on -the threa ed portion 31 ofthe stud 27, suitable washers 38 underlying this nut. It will be seen bythis arrangement that by the tongue and channel construction ofthe cross-bead and collar, together with the adjusting means provided, the cross-head may be set in various ositions relative to the collar, but any roc ing movement of the cross-head will be in turn transmitted through the collar to the stud.v

27, and thence to the pinion 28. It will be seen further that the stud 27 pro' cts a slight distance beyond the bearing b ook 39 in which it is mounted, thereby preventing This stud will be seen to have aincasso the collar 34 from being forced against the tightened.

Pivotally mounted in the lower end of the cross-head 32, by means of a bolt 40, to which it is keyed by the key 41, is a link 42,which extends laterally for a considerable distance. At its other end, as is shown more clearly in AFigure 3, the link 42 is pivotally mounted t0 a collar 43, mounted on a guide rod 44, which runs between the free ends of a U- shaped member 45', the latter ,being mounted on, a stud indicated in dotted lines at 46. This stud is carried in a bearing block 47, mounted on a base plate 48. At its rear end there is lixed to the stud 46, an arm 49 provided at its end with a cam-follower 50, which rides on the face of a heart-shaped cam 51, mounted on a shaft 52, supported in a bearing 53 on the base 48. Fixed to the shaft 52 is a spur gear 54, engaged by a pinion 55 mounted on a shaft 56, which is supported in base 48, shaft 56 being driven by the engine in any suitable manner. Also mounted on the shaft 52 is an eccentric link 57 to which is attached a pitman 58, operating a plunger 59, this plunger acting as an air pump; and being used to supply pressure to the gas tank.

It will be noted that upon rotation of the shaft 55, whichl by the various connections causes the cam to rotate, the arm 49 will be caused to rock, in turn causing the lll-shaped member 45 to rock, this causing the link 42 to be given-a reciprocatory motion. The motion of the link will be transmited in turn to the cross-head, thereby causing the gear 28 to rock on its axis, this rocking ofthe gear causing an up and down movement of the racks 25, which in turn is transmitted to the' plunger 21. It will be noted that as one plunger is forced downwardly, the other` is carried up.

Mounted in the casting which forms the body of the pump, directly above the inlet valve 11, is a bushing 60 provided with a seat 61, upon which rests a valve 62, having a stem 63 extending into a guide bushing 64, mounted in the casting,-these bushings being held in place by a cap 65 held in place in the main casting by screws 66. There is also provided a spring` 67 encircling the guide bushing 64, and resting against the under side of the head of the valve, this spring having a container to force the valve into tion on its seat. At the up- .per end of t e stem there is provided a age. T is screw 68 will be seen to overlie the bore in the bushing 64, in which the stem 63 moves, so that by suitable adjust- `ment the 'screw 68 may be regulated to pr6- vent the valve 61 being forced too far from ,face of the bearing block as the nut 37 is its seat. Passageways 71, 71, are provided in the main casting on either side' of the the liquid is conducted to 'the interior of a bushing 73, in which is mounted a valve 74 held against its seat by means of a spring 75. lt will be seen that the conduit 72 is held against the face of the bushing by means of a suitable cap-ring 76, to ether with packing 77. The bushing 74 is t readed into an angle T 78, having a, branch indicated by the line.` 79 through which lfiriich the fuel passes to the engine mani- The T 79 isflanged at its other end, as at 80, the flange 80 abutting a Similar flan 81 on a hollow'casting 82. Mounted in t e casting 82 is a bushing 83, through which the air is to be drawn into the engine, this bushing 83 being provided with a closure member 84, held in position by a s ring 85 against the face of the bushing. sure member is provided with suitable ports 86, by means of which the amount of air to be taken into the engine may be regulated.

Formed in the upper surface of the casing 82 is ay plunger chamber 87, in which is mounted a plunger 88. rihis plunger is mounted on a stem 89, which projects in bot-h directions beyond the plunger 88. Upwardly the stem passes through a cupshaped disc and at its upper end has a suitable nut and lock nut 91, 92, together r end with a' disc 93. Encircling the up aring of the stem 89, is a coil spring 94,

against the disc 93 in one direction and against the cup-shaped disc'90 in the other direction. YBelow the plunger 88 the stem 89 is provided with an integrally formed collar 95, upon which theplunger 88 rests, the stem 89 continuing downwardly and entering a suitable guidewa formed'in a projection 96, formed integra ly with the lower part of the casting. f

At its lower end the stem 89 is threaded into one end of a sleeve 97 which partially encloses the projection 96, and is provid at its upper end with outwardly extendin pins 98 which form trunnions for a U- hape frame composed of side -rods 99 pivotally supported thereon, a cross-bar 100c0nnecting the lower ends of these rods.

`As will be' seen in Figures 4 and 5, the cross-bar 100.; has a depending arm 101 which is mounted on a pin 102, supported in the link 42, this link bei apertured as at103, so as to straddle t e arm 101.' lt will be seen that as the link 42 is rocked bythe actionof the heart-shaped cam, the

iii-shaped't frame composed of the cross-head v100 and the rods 99, will swing therewith on trunnions 98.

i the `cylinders his cloi tion of these parts, although'this operation will largely obvious. With'the evice mounted in position on the engine bed, or in any other suitable locality, the motorY is turned over either by the starter, or by hand, lthe closure 84 being closed so as to plrevent air being drawn into t rough the manifold. This puts an increased suction on the gasoline line, and as the shaft 52 is revolved, gasoline lwill be forced from the tank, through the conduit 3, ihto the chamber 18. It will be understood that when the motor has once :the shaft 52 is revolved, the revolution of the heart-shaped cam mounted thereon, will cause a rocking of the frame l35, which will `been operated, this chamber will be full of in turn be communicated to the cross-head 32, thus rockin the inion 28. As the pinion 28 passes t roug a partial rotation on its axis, it will move first one, and then the plungers 2 1 into the wells 20 and displacing a quantity of fuel.` The valve 11 being in the form of acheck valve, will prevent the backward dow of the gasoline into the tank. Pressure, therefore, produced. by the depresother of the racks 25 in a downward direcy ltion, this downward movement forcing the duit72, thence upwardl through the valve 74, and into themanifo d 79 to the engine. As the gasoline passes through the valve 7 4, the shape of the valve will have a tendency to cause it to be forced into the manifold yin small particles, which will be readily vaporized.

Under normal vcircumstances the plunger 88 will be held in the position indicated in Figure \1 ofthe drawings, being supported -there by the spring 94. The position of this plunger may be regulated by means of -the nuts 91 and 92, and it will be seen that dependent on the-position ofthe plunger is the location of the cross-head 100, which connected between the ends of the link 42 determines the position of thislink relative to -the rod 44, thereby controlling the throw of this will lower the cross-head 100, and the.

the link as the -frame is rocked. In other words, should the plunger 88 be lowered,

link 42. Lowering the link 42 will vary the position of the end of the link in the U-shaped frame 45, and will place the end of the link more nearl on the axis of oscillation of the frame, t us cutting down the throw of the link, and thereby reducing the amount by which the gear 28 will be rocked. Thisjn turn reduces the movement of the plungers 21, thus reducing the amount of fuel which is forced into the engine manifold by the movement of the plungers.

Under normal circumstancesthe position of the plunger 88, and the combination of the spring 94 will be so adjusted that the roper amount of gasoline will be forced into the manifold by the umps. Should the en ine, however, be called upon fora heavy oad, thereby slowin will reduce the suction othe manifold. The spring 94 Willthen be enabled to lift the stem 89, moving the end of the link 42 to the extremity of the rod 44, thereby giving the oscillation of the frame 45 its great?` est eect in rocking the gear 28. The result of this relative movement of the parts is to increase the amount of fuel which is pumped into the manifold by means of the lungers 2l. Should the load on the engine ighten, the engine will have a tendency to increase in speed, this .increase increasing the its speed, this amount of suctionplaced onf the manifold.

The increased suction wills' in turn draw the plunger 88 downwardly against the' action of the spring 94. This lowerin the link so as to cut down its throw, the re ation of the associated parts bein such as to reduce the amount of gasoline'w ich will be pumped.

0bviously, the relation of the stem 89 and the lplunger 88 with regard to the hollow casting 82, may be'varied by means of the spring 94, and the adjusting nuts 91 and 92. rlhe adjustment of the lun er 88 will depend on the normal loa of t e engine, and after this adjustment has been made, any variation in speed"in the engine will immediately result in a-variation in theamount of fuel which isb'eing fed thereto. The effeet of this regulation will be to keep the engine s eed within narrow limits of variation, an once the various parts are set for the proper regulation it is not necessary that they be adjusted-further, the device automatically controlling the amount of fuel which is fed to the engine, and thereby governing 4its speed. i

It will bef seen .that I have provided an incasso vthat all matter contained in the above description or shown in the accompanying drawing shall be inte reted as illustrative onl and not in a limiting sense.

ving thus described my invention what I claim as new and desire to secure by Letters Patent is:

l. In a device of the class described, the combination with a pair of reciprocating pumps operable in sequence, to force li uid fuel into the engine manifold of a ink adapted to be reciprocated to operate said pumps, a plunger mounted in a chamber in communication with said manifold, said plunger bein .connected with said link and eing operab e by the variations in suction in said manifold to vary the throw of said link, whereby to control the actionl of said pumps.

2. A device of the class described, the combination of a pair of reciprocatory pumps operable in sequence to force a uantity of li uid into the engine .manifo d, a spring-helld plunger communicating with said manifold, and movable by variations in suction therein, and means operable lby the movement of said plunger to vary'the throw of said link.

3. ln a device of the class described, the combination with a pair of pumps to force liquid fuel into the engine manifold adapted vto be reciprocated to force a quantity of fuel into the engine manifold, racks mounted on the plungers of said pumps, a gear meshing with said racks, a link to rock said gear, means to reciprocate said link, and a 4resiliently held plunger in communication with said manifold and movable by variations in suction therein, the stem of said plunger being connected with said link and adapted to vary the throw thereof, whereby to control tlie amount of liquid acted upon by said pumps.

4. ln a device of the class described, the combination Qwith a pair of pumps and a manifold, to means to reciprocate said -.bination. a pair of pumps, a link to reciprocate said pumps to force liquid fuel into the engine manifold, a frame on which said link is mounted, means to oscillate said frame whereby to reciprocate said link and said'pumps, and a springfheld plunger comimproved fuel feeding means for internal;

combustion engines well ada ted to attain the purposes andiibbjectsset orth,

As many could be made in this construction witout departing from the f scope of the following claims, it is intended municating with said manifold, and adapted to be moved by variations in suction therein,

the movements of said plunger causing variations in the position of said link in said frame, whereby to control the amount of liquid to be pumped.

vpumps including a link, means to recipi'ovcate said link, including an oscillating .6. A device of the class described, comin, the movements of said plunger being prising in combination, a pair of pumps, adapted to vary the position of said link racks on the plungers of said pumps, a gear relative to said frame, whereby to vary the 15 meshing 4with said racks, a link adapted to amount of liquid pumped inversely with the 5 rock said gear, whereby .to operate said suction in said manifold.

pumps insequence to force liquid fuel into In testimony whereof, I affix my signathe engine manifold, a frame supporting o'ne ture in the presence of two witnesses. end of said link, cam-operated means to osi cillate said frame, whereby to reciprocate Y SIMON ABRAHAMS. -10 said link and said pumps, and a spring-held Witnesses:

plunger communicating with the manifold FLORA KoPELsoN,

and movable by variationsivn suction there- LESLIE B. YOUNG. 

